Railway-signal.



I No. 874,477. PATENTBD DEC. 24, 1907.

H. M. ABERNETH'Y.

RAILWAY SIGNAL. APPLICATION FILED APR.3, 1906.

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INVENTOR ATTOR/V 5.

No. 874,477. PATENTEDDEm-M, 1907.

H. M. ABERNBTHY. RAILWAY SIGNAL.

APPLICATION FILED APR. 3, 1906.

7 SHEETS-SHEET 2. 1

IIVVENTOR Arron/ms.

No. 874,477. PATENTED DEG.24,1907. H. M. ABERN'ETHY.

RAILWAY SIGNAL.

APPLICATION FILED APR.3, 1906.

7 SHEETSSHEET 3.

INVENTOR THE NORRIS PETERS co, wAsHmc-rmv, D. c.

No. 874,477.] PATENTEDJDEC 24, 1907-. H. M. .ABERNETHY.

RAILWAY SIGNAL.

APPLICATION FILED APR.3, 17906.

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' ATTORNEYS.

THE NORRIS PETERS cm, WASHINGTON, c. c.

PATENTED DEC. 24, 19407.

H. M. ABERNETHY. RAILWAY SIGNAL.

APPLIOATION FILED A-PR, a, 1906.

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THE NoRRls PETERS ca, WASHINGTON, n. c.

No. 874,477. 7 PATENTED DEC. 24, 190'7.

H. M. ABERNETHY. RAILWAY SIGNAL.

APPLICATION FILED APR. 3, 1906.

7 SHEETS-SHEET 'l- INVE/VTUR ATTO ms NORRIS PETERS cm, WAShINGTON, u. c.

. in'i erior thereof.

UNITED STATES PATENT OFFICE.

HARRY M. ABERNETHY, OF CLEVELAND, OHIO, ASSIGNOR TO THE AMERICAN RAILWAY SIGNAL COMPANY, OF CLEVELAND, OHIO, A CORPORATION OF OHIO.

RAILWAY-SIGN AL.

Specification of Letters Patent.

Patented Dec. 24, 1907.

Application filed April 3, 1906- Serial No. 309.674.

To all whom it may concern:

Be it known that I, HARRY M. ABERNETHY, a citizen of the United States of America, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Railway-Signals; and I hereby declare the following to be a full, clear, and exact description'of the invention, such as will enable others skilled in the art to which it pertains to make and use the same.

This invention relates to improvements in railway signaling apparatus and especially to electrically operated signals.

The object of this invention is to secure economy in the operation of signals of this description together with other advantages which will hereinafter appear.

The invention, therefore, consists in providing a device of this character capable of displaying two independent signals on one mast, both of which are operated by the same motor.

The invention also consists in the features of construction and combination of parts as described in the specification, pointed outin the claims and illustrated in the accompanying drawings.

In the accompanying drawings, Figure 1 is an elevation of a device embodying my invention. Fig. 2 is a section on line 22, Fig. 1. Fig. 3 is a section on line 33, Fig. 2. Fig. 4 is a front view, partly in section, of the mechanism in the mechanism case in the position when both signal blades are in the danger position. Fig. 5 is a front elevation of the same in the position when one blade is in the danger and the other blade is being changed from the danger position to some other position. Fig. 6 is a section on line 6-'6, Fig. 4. Figs. 7 and 8 are diagrams showing the controller and circuits when the signal blades are in the position shown in Figs. 4 and 5.

Again referring to the drawings, 1 represents the base of the signal post which is preferably made hollow and is utilized for storing the battery which provides the current for operating the signal. On the base 1 is ar ranged the mechanism case 2 which is provided n ith a door 3 for giving access to the ism case is mounted the signal mast 4 near the top of which is arranged a box or en- On the top of the mechanlargement 5 and below the box 5 is arranged a similar box 5. A semaphore shaft 6 extends horizontally through the box 5 and on the projecting end thereof is secured a semaphore S which is provided with a signal blade 9. The semaphore is counterweighted so that it will fall by gravity to its normal position causing the signal blade to extend in a horizontal direction which is the position used to indicate danger. On the box 5 is arranged a bracket 10 which supports a signal lam 11. On the semaphore shaft 6 within t e casing or box 5, see Figs. 2 and 3, is rigidly secured a semaphore shaft sheave 14 which is in the form of a sector shaped plate having a cable or chain groove 15. One end of a chain 16 is secured at the upper end of the groove 15 and the other end of the chain 15 extends down into the signal post 4. A latch 17 is supported on a pin 18 in proximity to the plate 14 and is provided with a lug 19 which extends under the sheave 14 and locks the sheave 14 against downward rotation. The latch is normally held in its locking position by a spring 20. The lower end of the latch 17 is arranged to lie in the path of the chain 16 and is preferably provided with a roller 21, and a guard ring 22 which prevents the chain running off of the roller 21. Likewise, a semaphore shaft 6 extends horizontally through the box 5 and 011 the projecting end thereof is secured a semaphore 8 which is provided with a signal blade 9. The semaphore is counterweighted so that it will fall by gravity to its normal position causing the signal blade to extend in a horizontal direction which is the position used to indicate danger. On the box 5 is arranged a bracket 10 which supports a signal lamp 11.

On the semaphore shaft 6 within the easing or box 5, see Figs. 2 and 3, is rigidly se cured a semaphore shaft sheave 14 which is in the form of a sector shaped plate having a cable or chain groove 15. One end of a chain 16 is secured at the upper end of the groove 15 and the other end of the chain 15 extends doWn into the signal post 4. A latch 17 is supported on a pin 18 in proximity to the plate 14 and is provided with a lug 19 which extends under the sheave 14 and locks the sheave 14 against rotation. The latch is normally held in its locking position by a spring 20. The lower end of the latch changing the same is put into operation.

17 is arranged to lie in the path of the chain and is preferably provided with a roller 21.

and a guard ring 22 which prevents the chain running off of the roller 21. Now when the chains 16 and 16 are slack they will curve around the lower ends of the respective latches, but if either of the chains is pulled taut, by the means hereinafter described, it will cause the latch, which looks the sheave to which the chain is connected, to move back leaving the sheave free to rotate or swing down. The object of this arrangement is to mechanically lock the semaphores and their blades in the danger position so that they cannot be changed by any exterior force and to automatically unlock them as soon as the mechanism for In each of the boxes 5 and 5 is formed a hand hole 24 and 24, respectively, which are closed by covers 25 and 25, respectively.

To the rear wall of the mechanism case 2, near the upper end thereof, is secured a plate or table 30 and near the lower end is secured a plate or table 31. Uprights 32 and 32 are arranged at the sides of the said tables and form a side frame or support therefor. On the table 31 is mounted an electric motor 33, of any preferred pattern. The shaft 34 of the motor 33 is arranged to project at each end of its casing and on one end of said shaft 34 is loosely mounted a pinion 35 and on the other end is loosely mounted a pinion 35. A serrated clutch member 36 is formed integral with the pinion 35 and a serrated clutch member 36 is formed integral with the pinion 35. On the motor shaft 35 at the same end which carries the clutch member 36 is mounted a serrated clutch member 37 so as to turn with the said shaft but free to slide thereon, and on the opposite end of said shaft 34 is similarly mounted a serrated clutch member 37. The clutch members 36 and 37 are normally held apart by a spring 38 and the clutch members 36 and 37 are normally held apart by a spring 38. To the uprights 32 and 32, below the motor, are secured clutch-lever-brackets 39 and 39, respectively, on which are pivotally arranged clutch levers 40 and 40, respectively. The short arm of the lever 40 carries a pin 41 which extends into an annular groove 42 formed in the shank portion of the clutch member 37 and the longer arm of the lever 40 extends down through an opening 43 in the table 31. Similarly the short arm of the lever 40 carries a pin 41 which extends into an annular groove 42 formed in the shank portion ofthe clutch member 37 and the longer arm thereof extends down through an opening 43 in the table 31. To the under side of the table 31 are secured two sucking magnets or solenoids 44 and 44 in which are arranged plungers 45 and 45, respectively. The outer end of the plunger 45 is pivotally secured to the lower end of the lever 40 and the outer end of the plunger 45 is pivotally secured to the lower end of the lever 40.

When either of the solenoids 44 and 44 is energized by the passing of an electric current therethrough, its plunger is drawn in, actuating the clutch lever connected therewith which in turn causes the clutch member with which it is operatively connected to move out on the shaft and engage the other clutch member and thereby locks the pinion which is formed integral with the last-mentioned clutch member to the motor shaft. hen the current ceases to flow through the solenoid, the spring between the clutch members will cause both a disengagement of the clutch members and the withdrawal of the plunger from the solenoid. The action of the clutch spring insures the prompt disengagement of the clutch members but may be omitted as the members will not remain in engagement after the solenoid ceases to be energized.

To the uprights 32 and 32 are secured stud shafts 50 and 50, respectively. On the shafts 50 and 50 are rotatably mounted gear wheels 51 and 51, respectively, which are ar ranged to mesh with the pinions 35 and 35, respectively. A pinion 52 is preferably formed integral with the gear wheel 51 and a pinion 52 is preferably formed integral with the gear wheel 51. A shaft 53 extends between the uprights 32 and 32 and at the re spective ends thereof are rotatably mounted gear wheels 54 and 54 which are arranged to mesh with the pinions 52 and 52, respectively. A sleeve 55 is formed integral with the hub of the gear wheel 54 andthereon is keyed a sheave 56 and a sleeve 55 is formed integral with the hub of the gear wheel 54 and thereon is keyed a sheave 56. On the table 30 are arranged two dash pots 57 and 57 each of which consist of a cylindrical casing open at the bottom and having a small.

opening at the top of the piston rod. A piston rod 58 is secured at its upper end to the chain 16 and the lower end enters the dash pot 57 and from the end of the piston rod a chain 59 extends down to the sheave 56. On the lower end of the piston rod 58 is secured a disk 60 above which is slidably mounted a piston head 61 provided with air holes 62 which are closed when the piston head rests on the disk 60. A pin 63 limits the upward movement of the piston head. A piston rod 58 is secured at its upper end to the chain 16 and the lower end enters the dash pot 57 and from the end of the piston rod a chain 59 extends down to the sheave 56. On the lower end of the piston rod 58 is secured a disk 60 above which is slidably mounted a piston head 61 provided with air holes 62 which are closed when the piston rod rests on the disk 60. A pin 63 limits the upward movement of the piston head.

The operation of both dash pots is the same. When the piston rod moves down in its dash pot it will slide through its piston head, the piston head remaining stationary, until the pin 63 comes in contact with the piston head and the air will pass freely through the piston head on its downwardmovement. When the piston rod moves up in the dash pot, thepiston rod will slide through the piston head until the disk 60 comes in contact with the under surface of the piston head and covers the air holes and then when the piston head moves the escape of air from the dash pot will be greatly impeded and the upward movement of the piston rod will be consequently retarded or cushioned.

T o the under side of the table 30 is secured the controller box or casing 65 in whichis journaled two shafts 66 and 66 in line with each other. On the shaft 66 is mounted a movable switch member 67 which is preferably sector shaped in cross section and is a-r ranged to make contact with a stationary switch member 68, and on the shaft 66 is mounted a similar movable switch member 67 which is arranged to make contact with a stationary switch member 68. On the end of the shaft 66 is secured a lever arm 69 which extends alongside of the wheel 54. On the lower end of the lever arm 69 are formed two cam-surfaces 70 and 71 and on the upper end of said lever arm 69 are formed three notches 72, 73 and 74. Above the lever arm 69 is mounted a gravity latch or dog which is arranged to enter the notches in the lever arm 69 and lock the movable switch member 67 of the controller against accidental displacement. On the wheel 54 are mounted two pins 76 and 77. On the end of the shaft 66 is secured a lever arm 69 which extends alongside of the wheel 54. On the lower end of the lever arm 69 are formed two cam-surfaces 7 0 and 71 and on the upper end of said lever arm 69 are formed three notches 72, 78 and 74. Above the lever arm .69 is mounted a gravity latch or dog 75 which is arranged to enter the notches in the lever arm 69 and lock the movable switch member against accidental displacement. On the wheel 54 are mounted two pins 7 6 and 7 7 Now, when the wheel 54 is rotated backward (i. e. in the direction indicated by the arrow) the pin 76 is arranged to come in contact with the cam surface 71 causing the lever arm 69 to swing up thereby rotating the shaft 66 and causing a downward movement of the movable switch member 67 and on the forward movement of the wheel 54 the pin 76 will again pass under the cam surface 71 causing the lever arm to swing down rotating the shaft 66 and producing an upward movement of the movable switch member 67. The pin 77 on the backward movement of the wheel 54 will pass under the cam surface 7 O and similarly to the pin 76 will cause the lever arm 69 to swing up rotating the shaft 66 and producing a downward movement of the movable switch member 67 and likewise on the forward movement of the wheel 54 the pin 76 will pass back under the cam surface 70 causing the lever arm 69 to swing down rotating the shaft 66 and producing an upward movement of the movable switch member 67. Also when the wheel 54 is rotated backward the pin 76 is arranged to come in contact with the cam surface 71 causing the lever arm 69 to swing up thereby rotating the shaft 66 and causing a downward movement of the movable switch member 67 and on the forward movement of the wheel 54 the pin 76 will again pass under the cam surface 71 causing the lever arm to swing down rotating the shaft 66 and producing an upward movement of the movable switch member 67. The pin 77 on the backward movement of the wheel 54 will pass under the cam surface 70 and similarly to the pin 7 6 will cause the lever 69 to'swing up rotating the shaft 66 and producing a downward movement of the movable switch member 67 Likewise on the forward movement of the wheel 54 the pin 7 6 will pass back under the cam surface 7 0 causing the lever arm 69 to swing down rotating the shaft 66 and producing an upward movement of the movable switch member 67 On the wheel 54 are arranged two stationary pawls 78 and 79 which are preferably provided with cam shaped extensions 80 and 81, respectively. To the table 30 is secured a bracket and near the upper end thereof is formed a double strap 86 in which are slidably mounted the coils of an electromagnet 87. I To the top of the magnet 87 is secured a plate 88 which carries a screwthreaded stem 89 which passes through a support 90 which extends up from the strap 86. The stem 89 is securedto the support 90 by means of a nut 91 and by adjusting the nut the magnet can be raised or lowered accordingly. Around the stem 89 between the plate 88 and the support 90 is arranged a coil spring 92 so that the magnet is held down by the pressure of the spring but free to move up under pressure. To the side of the bracket 85 is pivotally secured an arm 93 to which is secured acam shaped plate 94. On the arm 93 is arranged a weight 95 and on the surface of the weight 95 is secured a plate 96 of iron or other magnetic metal which is so placed that when the arm 93 is raised the plate 96 will come in contact with the poles of the magnet 87. On the bracket 85 below the arm 93 is pivotally secured a trip latch 99, on the end of which is preferably secured a roller 100. On the lower end of the bracket 85 is mounted a spring bumper 102 and on the wheel 54 is formed a projec- &

tion 103 arranged to come in contact with the bumper 102 so as to stop the movement of the wheel 54.

On the wheel 54 are arranged two stationary pawls 7 8 and 79 which are preferably provided with cam-shaped extensions 80 and 81, respectively. To the table 30 is secured a bracket 85 and near the upper end thereof is formed a double strap 86 in which are slidably mounted the coils of an electro-magnet 87. To the top of the magnet 87 is secured a plate 88 which carries a screwthreaded stem 89 which passes through a support 90 which extends up from the strap 86. The stem 89 is secured to the support 90 by means of a nut 91 and by adjusting the nut the magnet can be raised or lowered accordingly. Around the stem 89 between the plate 88 and the support 90 is arranged a coil spring 92 so that the magnet is held down by the pressure of the spring but free to move up under pressure. To the side of the bracket 85 is pivotally secured an arm 93 to which is secured a cam-shaped plate 94. On the arm 93 is arranged a weight 95 and on the surface of the weight 95 is secured a plate 96 of iron or other magnetic metal which is so placed that when the arm 93 is raised the plate 96 will come in contact with the poles of the magnet 87. On the bracket 85 below the arm 93 is pivotally secured a tri) latch 99 which is arranged to engage with the teeth on the wheel 54 and lock the wheel against rotation. Then the arm 93 falls to its lowest position it trips the latch and frees the wheel 54. On the end of the latch 99 is preferably secured a roller 100. On the lower end of the bracket 85 is mounted a spring bumper 102 and on the wheel 54 is formed a projection 103 arranged to come in contact with the bumper 102 so as to stop the movement of the wheel 54.

In the diagrams, Fig. 7 and Fig. 8, are shown two tracks, and a and 6 indicate the home and distant block of one and a and b inclicate the home and distant block of the other track. Trains passing throu h the blocks a and b will operate the signaT on the upper part of the mast and trains passing through the blocks a and b will operate the signal on the lower part of the mast. The arrows indicate the direction in which the cars travel. The signal circuit is indicated by d and includes the motor 33, the solenoid 44 and 44, and the locking magnets 87 and 87 and the stationary switch members 68 and 68 and the movable switch members 67 and 67.

hen the movable switch members 67 and 68 are in the proper position and the circuit d closed the current will flow from the battery through the switch members 67 and 68, through the motor 33,.through the solenoid 44 and through the locking magnet coils 87 to the battery and when the movable switch members 67 and 68 are in the proper position and the circuit (1 closed the current will flow from the battery through the switch members 67 and .68, through the motor 33, through the solenoid 44 and through the locking magnet coils 87 to the battery.

Aside from the operation of the movable switch members 67 and 67 the signal circuit is opened and closed by two electric switches d and (Z the operation of which are controlled by electric magnets c and f arranged in the relay or track circuits 0 and f connected with the blocks a and Z2, respectively, and by two electric switches 61 and (Z the operation of which are controlled by electric magnets g and h arranged in the relay or track circuits 9 and h respectively. In Fig.7 a train is indicated in the home block a of one track and the home block a of the other track, the relay or track circuits 6 and g are therefore closed and the magnets c and g are energized and have operated the switches d and (1 so as to open the signal circuit (Z for although the switches (Z and d are closed the movable switch members 67 and 67 are not in position to make a circuit through the said switches (Z and (1. There is, therefore, no current in the motor, locking magnets and solenoids and the signal mechanism would be in the position shown in Figs. 1, 4 and 6. Now if the train leaves the block a and enters the block b the circuits will be as shown in Fig. 8. The relay circuits 6 and f connected with the blocks a and b will, of'

course, not be effected and the signal on the upper part of the mast will remain unchanged. The relay circuit 9 will be broken closing the switch d and completing the sig nal circuit d. The motor, the solenoid 44 and the locking magnet 87 will all be energized. The solenoid 44 will draw in the plunger 45 causing an engagement of the clutch members 36 and 37 on the motor shaft and the train of gears between the mo tor shaft and the shaft 53 are actuated, rotating the sheave 56 which winds up the chain 59, drawing down the piston rod 58 and the chain 16 which is secured to the upper end of the piston rod 68 and to the semaphore sheave 14. The pull on the chain 16 automatically unlocks the semaphore sheave and pulls it down thereby swinging down the semaphore blade 9 until it has reached the position termed the caution position. WVhen the signal blade has about reached the caution position the pin 76 on the wheel 54 will pass under the cam surface 71, thereby shifting the movable switch member of the controller, which cuts out the motor and the solenoid, but leaves a weak current passing through the electro magnet 87 and at the same time the extension 80 on the pawl 78 will pass under the plate 94, lifting the arm 93 and bringing the plate 96 thereon in contact with the poles of the electro magnet 87 Perfect contact between the magnet 87 and the plate 96 is always secured as the magnet is both adjustably and resiliently supported and is referably so adjusted that the plate 96 wi 1 come in contact with it before the arm 93 has been raised sufficiently to allow the cam 80 to clear the plate 94, and the magnet 87 will of course move up against the pressure of the spring 92. On the further movement of the wheel 54 the trip latch will fall behind the pawl 7 8 and lock the wheel 54 against the tendency of the semaphore to actuate it in the opposite direction from that in which it was actuated by the motor. When the train leaves the block b and enters the next block (not shown) which is termed the clear block the circuitrl will be closed by the operation of the relay circuit connected therewith and as the movable switch members are in the proper position the solenoid 44 the electric-motor 33 and the lockin -magnet 87 will all be energized. The solenoid therefore draws in the plun er causing an engagement of the clutch mem ers 36 and 37 and the train of gears between the motor shaft and the shaft 53 are again actuated rotating the sheave 56 which through its operative connection pulls down the semaphore sheave 14 thereby swinging down the semaphore blade until it has reached the position termed the clear position. When the signal blade has about reached the clear position the pin 7 7 on the wheel 54 will pass under the cam-surface 7 0 thereby shifting the movable switch member 67 which cuts out the motor and the solenoid 44 but leaves a weak current passing through the locking electro-magnet 87. If another train enters the home block all current will be shut off from the motor, solenoid and locking electromagnet. The arm 93 which was held by the locking magnet 87 will fall tripping the latch 99, and thereby freeing the wheel 54. The semaphore will then fall by gravity to its original position. and all the mechanism connected therewith will be actuated in the reverse direction to that in which it was actuated by the motor.

What I claim is 1. In a railway signal, the combination of a signal mast, two signals mounted on said mast, independent operating mechanism for each signal, an electric motor, means for independently connecting the operating mechanism of each signal with said motor, independently electrically controlled devices for operating the said means, independently electrically controlled devices for locking the operating mechanism of each signal, a signal circuit for supplying the current to said motor and said devices, track circuits opened and closed by the passing of trains, means arranged in the track circuits for opening and closing the signal circuit and means actuated by each signal operating mechanism for opening and closing the signal circuit and cutting out the part of the signal circuit which controls the other signal.

2. In a railway signal, the combination of a signal mast, two signals mounted on said mast, an electric motor, clutch members mounted on each end of said motor shaft, independent operating mechanism connected with each signal and arranged to be con nected with the motor by the operation of said clutch members, two solenoids, plungers arranged in the solenoids and operatively connected with the clutch members, a signal circuit for supplying the current to said mo.

tor and said solenoids, track circuits opened and closed by the passing of trains, means arranged in the track circuits for opening and closing the signal circuit, and means actuated by each signal operating mechanism for opening and closing the signal circuit.

3. In a railway signal, the combination of a signal mast,-two signals mounted on said mast, an electric motor, clutch members mounted on each end of said motor shaft, independent operating mechanism connected with each signal and arranged to be connected with the motor by the operation of said clutch members, two solenoids, plungers arranged in said solenoids and operatively connected with the clutch members, a trip latch for locking said operating mechanism of each signal, an arm arranged to trip said latch, an electro-magnet arranged to hold said arm away from said latch, a signal circuit for supplying the current to said motor, said solenoid and said electro-magnet, track circuits opened and closed by the passing of trains, means arranged in the track circuits for opening and closing the signal circuit and means actuated by each signal operatin mechanism for opening and closing the signaIl circuit and cutting out the part of the signal circuit which controls the other signal.

4. In a railway signal, the combination of a signal mast, two semaphores journaled on said mast and counterweighted so as to assume the danger position, means for locking each semaphore in the danger position, independent operating mechanism connected with each semaphore, means for automatically unlocking each mechanism for operating the semaphore is set in motion, an electric motor, means for independently connecting the operating mechanism of each semaphore with said motor, independently electrically controlled devices for locking the operating mechanism of each semaphore, a signal circuit for supplying the current to said motor and said devices, track circuits opened and closed by the passing of trains, means arranged in the trackcircuits for opening and closing the signal circuit and means actuated by each semaphore operating mechanism for opening semaphore when the and closing the signal circuit and cutting out the part of the signal circuit which controls the other signal.

5. In a railway signal, the combination of a signal mast, two semaphores journaled on said mast and counterweighted so as to assume the danger position, means for locking each semaphore in the danger position, independent operating mechanism connected with each semaphore, means for automatically unlocking each semaphore when the mechanism for operating the semaphore is set in motion, an electric motor, means for independently connecting the operating mechanism of each semaphore with said motor, independently electrically controlled devices for locking the operating mechanism of each semaphore, a signal circuit for supplying the current to said motor and said devices, track circuits opened and closed by the passing of trains, means arranged in the track circuits for opening and closing the signal circuit, two movable and two stationary switch members arranged in the signal circuit and means for connecting one movable switch member with each of the signal operating mechanisms.

' 6. In a railway signal, the combination of a signal mast, two signals mounted on said mast, an electric motor, clutch members mounted on each end of said motor shaft, independent operating mechanism connected with each signal and arranged to be con nected with the motor by the operation of said clutch members, two solenoids, plungers arranged in said solenoids and operatively connected with the clutch members, a trip latch for locking said operating mechanism of each signal, an arm arranged to trip said latch, an electro-magnet arranged to hold said arm away from said latch, a signal circuit for supplying the current to said motor, said solenoid and said electro-magnet, track circuits opened and closed by the passing of trains, means arranged in the track circuits for opening and closing the signal circuit, two movable and two stationary switch members arranged in the signal circuit and means for connecting one movable switch member with each of the signal operating mechanisms.

In testimony whereof, I sign the foregoing specification, in the presence of two Witnesses.

HARRY M. ABERNETHY. \Vitnesses VIoTon C. LYNCH, N. L. MoDoNNELL. 

